Draft-rigging for railway-cars.



G. A. JOHNSON.

DRAFT RIGGING FOR RAILWAY CARS.

APPLICATION FILED OUT. 14, 1912.

Patented June 17, 1913.

3 SHEETS-SHEET 1.

W ITNESSES IN VENTOR GP/LJflh/Ziflfl, 7 BY v w 3% ATT NEY G. A. JOHNSON.

DRAFT RIGGING FOR RAILWAY CARS,

APPLICATION FILED OCT. 14, 1912.

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( ATTORNEY Patented June 17, 1913.

G. A. JOHNSON.

DRAFT RIGGING FOE RAILWAY CARS.

APPLICATION FILED 001214, 1912.

1,065,136}. Patented June 17,1913.

3 SHEETS-SHEET 3.

INVENTOR 6 @764 0/7 $012 BY g I M ATTOQQJEY UNITED STATES PATENT OFFICE.

GEORGE A. JOHNSOII OF CHICAGO, ILLINOIS, ASSIGNOR T WILLIAM MINER, 'OF

cnrcneo, rumors.

DBAFT-BIGGING FOR RAILWAY-(EARS.

Application filed October 14,1912. Serial No 725,603.

To all whom it may concern:

Be it known that I, GEORGE A. JOHNSON, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Draft-Rigging for Railway-Cars, of which the following is a full, clear, concise, and exact description,

reference being had to-the accompanying drawings, forming a part of this specification.

My invention relates to improvements in draft rigging for railway cars.

One object of my invention is to provide a draft rigging of comparatively low capacity under pulling strains, and of relatively high capacity in bufiing movement.

A further object is to provide a draft rigging having both spring and friction compression resisting parts in which the springs only are employed to resist pulling strains, and both the springs and friction members are employed to resist the bufiing shocks.

In the drawing Figure 1 is a side elevation partly in central longitudinal section on line 1-1 of Fig. 2 of a draft rigging embodying my invention. Fig. 2 is a plan view partly in horizontal section on line 22 of Fig. 1. Fig. 3 is an elevation partly in central longitudinal section showing the position of the parts of draft rigging in full compression under pulling strain. Fig. 4 is an elevation part-lyin vertical longitudinal section showing the position of the parts of the draft rigging in full compression in buff. Fig. 5 is an enlarged detail showing in perspective one of the draft links. Fig. 6 is an enlarged detail showing the friction shell in perspective view. Fig. 7 is an enlarged detail showing in perspective the rear follower.

Referring to the drawings 8, 8 designate center sills or parts of the car frame to which thedraft rigging is attached, 9'the end sill, 10 the buifer block, 11 the draw bar carry ironall of usual construction. Secured between the center sills is the bolster filler block 12, centrally provided at its forward end with the vertical groove or recess 13. Thedraw bar 14 is provided with the transverse slot 15. The compression resisting member 16 is mounted between the center sills, and is sustained in position by the front and rear tie plates 17 and'18 respectively, suitably secured to the center sills. The front faces 19, 19 of the bolster filler block 12 on either side of the recess 13 serve as rear stop members. The front stop members 20, 20 are suitably secured to the center sills, and are with the adjacent portions of the center sills provided with the transverse slots 21, 21 for the passage of thecoupler key 22 The draft links 23, 23 are provlded near their forward ends with the transverse slots 24, 24, registering with the slots 21, 21 to permit the passage of the coupler key 22. All the aforesaid slots are suitably rearwardly extended to permit the rearward movement therein of the'coupler key on bufling action of the draft. gear.

The front follower 25 is provided on either side with a notch 26 suitable to permit the passage and longitudinal movement therein of a draft link 23. The com ression resisting member 1-6 embraces a s ell 27, friction elements 28, and spring elements 29 therein, the connecting rod 30 and the rear Specification of Letters Patent. Patented June 17, 1913.

follower 31. The shell 27 consists of a hol low cylindrical portion 32 having an enlarged rearward extension 33. The shell is open at its forward end 34, and at said end is preferably provided with the external annular flange 36 having an upper and '40 is preferably provided with a recess 41 adapted to receive the rear follower 31 already mentioned and hereinafter described. The rear portion of the shell is laterally provided with the openings 43, 43 of sulficient size to permit the longitudinal movement in the reciprocating movements of the gear of portions of the rear follower projecting therethrough.

The rear follower 31 is placed within the rear portion of the shell, and consists of a preferably rectangular plate 44 arranged transversely of the shell, adapted to be re ceived within the recess 41, and having at either side forwardly extended arms 45, 45, each having outwardly turned lugs 46 extending through the lateral openings 43, 43 in the shell, and engaging the draft links 23 through the openings 47, 47 with which the draft links are provided near their rear ends. The ends of the lugs are perforated to receive the ootters or pins 48, 48, which ard against the accidental displacement of the draft links.

The spring elements 29 comprise preferably an outer s ring 49 and an inner spring 50 nested therein, both being seated at their rear ends against the front face 51 of the rear follower, and at their forward ends against the friction elements 28.

The Efriction elements comprise a set consisting preferably of three annularly arranged segmental friction shoes 52 of well' known construction adapted to engage the internal friction face .39 of the shell, a wedge 53 of general pyramidal shape adapted to spread the friction shoes, and having wedging faces 54, 54, between each of which, and the wedging face 55 with which the internal portion of each friction shoe is provided is seated an anti-friction roller 156. The friction shoes 52 are provided with internal shoulders 57 against which the forward end of the inner spring 50 is seated, the outer s ring 49 being forwardly seated against the rear ends 58 of the friction shoes. The wedge 53 is provided with a recess 59 to receivethe head 60 of the connecting rod 30 which passes rearwardly through the wedge, rear follower 42 and end plate 40 of the shell, and is provided at its rear end with the nut 51.

The novel features of my draft rigging are found chiefly in the construction of the rearward portion of the shell and of the rear follower, and in the particular operative relation of the parts of the draft gear. The broad novel principles of this operative relation will be further disclosed by reference to the operation of the draft rigging.

On rearward movement of the draw bar the coupler key slides within the rearwardly extended slots 24 in the draft links, the shell is held against rearward movement by the rear stops, and through the front follower both the friction and spring elements of combined relatively high shock absorbing capacity are compressed within the shell.

On full compression the parts are in the relative positions illustrated in Fig. 4 of the drawings. On forward movement of the draw bar the coupler key is' in tractive engagement with said draw bar in slot 15 and with the draft links in the slots 24, the front follower engages the front sto members,

and by means of the. draft lin the rear nom nee follower is drawn forwardly within the shell, and without movement of the shell the springs are compress'edbetween the rear follower and the friction elements. On forward movement of the drawbar the friction 7o shoes are stationary, and substantially the entire work of compression resistance is done by the springs. On full compression of the springs upon pulling movement of the gear the parts assume the position illustrated in Fig. 3 of the drawings.

My construction while utilizing the comparatively high shock absorbing capacity of the combined friction and spring elements in resisting the heavy blows, received in bufiing movement has the great advantage of employing alone the suifieiehtly high, yet comparative y low, compression resistmg spring members in pulling movement. The smooth action of the springs gives ease in the starting of trains, and in the forward movement thereof. The employment of the friction elements in boiling movement only insure greater durability to this part of the gear.

I claim 1. In a draft riggingfor railway cars, a shell, friction compression resisting elements and spring compression resistingelements within the shell, and in operativeyengagement with each other, stop members, a. follower en aging the friction compression resisting e em'ents, and a follower engaging the spring compression resisting elements, means for slidingly connecting the last men- 10( tioned follower with the draw bar, said means with the follower being adapted to compress the spring elements between the friction elements and'the rear follower on forward movement of the draw bar without bringing into action the friction eompression resisting elements. V

2. In a draft rigging for railway cars, a draw bar, followers, stop members, a cushioning member comprising a shell, and friction members and spring members within the shell, all in operative relation and adapted to actuate the spring members and friction members throughout rearward movement of the draw bar, the said spring memhere being forwardly seated through meansv engaging the front follower and being rearwardly seated against the rear follower, the said rear follower being provided with means slidably connecting it to the draw bar, and adapted to compress the spring members on forward movement of the draw bar without bringing the friction members into action.

3. In a draft rigging for railway cars, a 12; draw bar, a stationary cushioning member comprising a shell and friction members, and springs within the shell, in combination with means of fully compressing the springs without actuating the friction members on 13! the draw bars forward" movement, said with means slidably connecting the same to the draw bar; all the said parts being adapted to bring both the spring and friction 7 members into action throughout rearward movement of the draw bar.

4. In a draft rigging for railway cars, the combination with a cushioning member comprising a stationary shell, friction shoes and springs within the shell, of a rearfollower, a draw bar and means slidably connecting the rear follower and draw bar, adapted on forward movement of the draw barito compress the spring without frictional movement of the shoes.

5. In adraft rigging for railway cars, a draw bar, a front follower, stop members, a stationary shell, friction members comprising friction shoes and spreading means therefor and springs within the shell, said springs being forwardly seated against the friction shoes, a rear follower Ia inst which the springs are rearwardly seat ,and means of slidably connecting the rear follower to the draw bar. 7 a

6. Ina draft rigging for railway cars, center sills, stop members, a draw bar, a stationary shell, friction shoes and springs within the shell, a follower engaging said springs, means slidably connecting said fol-i lower to the draw bar to fully compress the springs between said follower and the friction shoes on forwardmovement of the draw bar and without bringing theshoes into frictional action, and a front follower to compress the friction shoes and springs within the shell throughout rearward movement of the draw bar.

7. In a railway draft riggmg,-a compression resisting member comprising a hollow shell enlarged at its rear end and having lateral openings in such enlarged portion, said shell being closed at its rear end by a plate having an inner recess, a rear fol-' lower comprising a plate adapted to engage within said recess and having arms extended through the lateral openings of the shell,

friction shoes and a wedge in the forward portion of said shell, and springs seated between the same and the rear follower.

8. In a railway draft rigging, in combination a shell, springs and friction shoes within the shell, a draw bar, a front follower, a rear follower passing transversely through the shell, and adapted to compress the springs between it and the friction shoes, and draft links slidably connecting the rear follower to the draw bar.

9. In a draft rigging for railway cars, in

a draw bar, a front follower, and a compression resisting member comprising a' shell closed at its rear end and open at its forward end, friction shoes and springs within the shell, the said shell having lateral openings, a rear follower extended through said openings, and draft links slidably connecting said rear follower with the draw bar.

10. In' a railway draft rig ing, draft members, stop members secure thereto, a cushioning member-rearwardly engaging a \stop member, said cushioning member comprising a stationary hollow shell closed at its rear end and open at its forward end, friction shoes, a wedge and springswithin the shell, the said shell being laterally provided with openings, a rear follower extended through said openings, a draw bar, draft links slidably connected to the 'draw barland engaging the rear follower, a front follower engaging the wedge, the said springsbeing seated vbetween the rear follower and the friction shoes.

11. In a draft rigging for railway cars, draft members, a draw bar and a cushionin draw bar; stop members and followers, the said cushioning member comprising a sta tionary shell and friction members and springswithin the shell, the rear follower being adapted to move independently of the shell and to fully compress the springs on forward movement of the draw bar .without bringing the friction shoes into frictional action, and forming a seat between which and the draw bar the friction shoes and springs are actuated throughout rearward movement of the draw bar.

12. In a draft rigging for railway cars, draft members, stop members, a draw bar, followers, a cushioning member and draft draw bar, the front follower havin lateral notches for the passage of the draft hnks, the

laterally slotted shell, friction shoes, a wedge and springs within the shell, the friction shell engaging a stop member at its rear end, and the rear follower pass' transversely through lateral slots in the sai shell and reciproca'ting therein, the said springs being seated between said rear follower and the friction shoes, the friction shoes being in operative engagement with the front follower; i

13. In a draft rigging for railway cars, a shell for receiving friction and spring compression resisting members, the said shell comprising a hollow cylinder rearwardly provided with an enlargement laterally slotted to receive a rear follower therethrough.

14. In a draft rigging for railway cars, a

combination members, stop members,

'member in operative engagement with sai cushioning member comprising astationary links, the draft links being connected to the i rear follower and slidably engaging the.

4 Lemme shell for Eoeiving' friction and sprip combending outwardly through saidl lateral pression resisting members; the $211 shell openmgs. 1

comprising a hollow cylinder rearwerclly provided with an enlargement laterally GEORGE JOHNSON 5 slotted to receive a rear follower there- Witnesses:

through, the said rear follower comprising ELEANOR L. NASH,

,a transverse plate provided with arms ex- ALEXANDER G. .MABEE. 

